EP3680955B1 - Batteriesystem - Google Patents

Batteriesystem Download PDF

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Publication number
EP3680955B1
EP3680955B1 EP19150774.8A EP19150774A EP3680955B1 EP 3680955 B1 EP3680955 B1 EP 3680955B1 EP 19150774 A EP19150774 A EP 19150774A EP 3680955 B1 EP3680955 B1 EP 3680955B1
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EP
European Patent Office
Prior art keywords
mcu
power switch
control signal
fault
battery system
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP19150774.8A
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English (en)
French (fr)
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EP3680955A1 (de
Inventor
Maximilian Hofer
Jürgen FRITZ
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Samsung SDI Co Ltd
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Samsung SDI Co Ltd
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Filing date
Publication date
Application filed by Samsung SDI Co Ltd filed Critical Samsung SDI Co Ltd
Priority to PL19150774.8T priority Critical patent/PL3680955T3/pl
Priority to HUE19150774A priority patent/HUE063527T2/hu
Priority to EP19150774.8A priority patent/EP3680955B1/de
Priority to KR1020190174371A priority patent/KR102327001B1/ko
Publication of EP3680955A1 publication Critical patent/EP3680955A1/de
Application granted granted Critical
Publication of EP3680955B1 publication Critical patent/EP3680955B1/de
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M50/00—Constructional details or processes of manufacture of the non-active parts of electrochemical cells other than fuel cells, e.g. hybrid cells
    • H01M50/50—Current conducting connections for cells or batteries
    • H01M50/572—Means for preventing undesired use or discharge
    • H01M50/574—Devices or arrangements for the interruption of current
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/0029—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with safety or protection devices or circuits
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/0084—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to control modules
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/482—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for several batteries or cells simultaneously or sequentially
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/48—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte
    • H01M10/486—Accumulators combined with arrangements for measuring, testing or indicating the condition of cells, e.g. the level or density of the electrolyte for measuring temperature
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/00032—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries characterised by data exchange
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/545—Temperature
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/54—Drive Train control parameters related to batteries
    • B60L2240/547—Voltage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
    • H01M10/00—Secondary cells; Manufacture thereof
    • H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
    • H01M10/425—Structural combination with electronic components, e.g. electronic circuits integrated to the outside of the casing
    • H01M2010/4278—Systems for data transfer from batteries, e.g. transfer of battery parameters to a controller, data transferred between battery controller and main controller
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/10—Energy storage using batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Definitions

  • the present invention relates to a battery system with an integrated redundant relay control for disconnecting the battery system from an external load.
  • the present invention further relates to a control system providing such redundant relay control for a battery system and to a method for operating a battery system by a control system according to the invention.
  • a rechargeable or secondary battery differs from a primary battery in that it can be repeatedly charged and discharged, while the latter provides only an irreversible conversion of chemical to electrical energy.
  • Low-capacity rechargeable batteries are used as power supply for small electronic devices, such as cellular phones, notebook computers and camcorders, while highcapacity rechargeable batteries are used as the power supply for hybrid vehicles and the like.
  • rechargeable batteries include an electrode assembly including a positive electrode, a negative electrode, and a separator interposed between the positive and negative electrodes, a case receiving the electrode assembly, and an electrode terminal electrically connected to the electrode assembly.
  • An electrolyte solution is injected into the case in order to enable charging and discharging of the battery via an electrochemical reaction of the positive electrode, the negative electrode, and the electrolyte solution.
  • the shape of the case e.g. cylindrical or rectangular, depends on the battery's intended purpose.
  • Rechargeable batteries may be a battery module formed of multiple battery submodules, each comprising battery cells coupled in series and/or parallel so as to provide a high energy density, e.g. for a hybrid vehicle.
  • Such battery modules may be mechanically and electrically integrated, equipped with a thermal management system and set up for communication with each other and one or more electrical consumers to form a battery system.
  • a battery system For monitoring, controlling and/or setting of the aforementioned parameters, a battery system usually comprises a battery management unit (BMU) and/or a battery system manager (BSM).
  • BMU battery management unit
  • BSM battery system manager
  • Such control units may be an integral part of the battery system and disposed within a common housing or may be part of a remote control unit communicating with the battery system via a suitable communication bus. In both cases, the control unit may communicate with the electrical consumers via a suitable communication bus, e.g. a CAN or SPI interface.
  • the BSM/BMU may further communicate with each of the battery submodules, particularly with a cell supervision circuit (CSC) of each of the battery submodules.
  • CSC cell supervision circuit
  • the CSC may be further connected to a cell connection and sensing unit (CCU) of one or more of the battery submodules that may interconnect the battery cells of the respective battery submodule.
  • CCU cell connection and sensing unit
  • a battery system may further comprise a protection system to provide a voltage level control of a power interface of the battery system and to enable a fast and reliable safety shutdown of the power interface in the case of non-permissible operating conditions.
  • a protection system may be adapted to shutdown a power connection between the battery system and an external terminal of the battery system.
  • a typical protection system comprises an electro-mechanical switch that is usually controlled by a microcontroller (MCU) of the battery system.
  • the microcontroller for controlling such electro-mechanical switch is also used for controlling other functions of the battery system.
  • the MCU is part of the BSM/BMU of the battery system. This provides a further integration of the battery system and hence advantageously reduces its material costs and the construction space requirements.
  • the high voltage (HV) batteries shall be increasingly used for supplying security relevant functions of the vehicle, such as e.g. steer-by-wire, autonomous driving, or crash protection.
  • the availability of the HV batteries thus becomes more important in order to provide security relevant functions with sufficient reliability.
  • some manufacturers already rank the availability of the HV batteries according to ASIL B standard.
  • a failure rate of the battery system must be sufficiently low.
  • ASIL B for example a fit rate of 100 FIT (" failure in time", i.e. failures per 10 9 h ) or below must be achieved.
  • the MCU used in a common BSM/BMU may have a fit rate of up to 2000 FIT and may thus not be approved as to fulfil the requirements of ASIL B.
  • US 2018/172770 A1 discloses a BMS for an electric vehicle and is concerned with providing a safety protection system for a battery system that reduces the risk of false operation of the safety protection system by distinguishing an abnormal detection of an operational signal from an actual malfunctioning of the battery system that requires shutting off a power switch.
  • US 2017/084088 A1 discloses a battery system with a CAN bus for communication.
  • a control system for a battery system comprising a power switch configured for disconnecting the battery system from an external load in response to a control signal.
  • the power switch is either set conductive or non-conductive via the control signal.
  • the conductivity of the power switch is set freely based on the control signal.
  • the power switch is a relay or a power transistor, e.g., MOSFET.
  • the control system further comprises a battery system manager, BSM, which comprises at least a first microcontroller, MCU.
  • BSM may further comprise other components, e.g. other microcontrollers, input nodes, output nodes, memory, etc.
  • the first MCU is configured for performing at least one control function with respect to the battery system.
  • the control functions preferably relates to performing, receiving and/or processing measurements of cell voltages, currents, resistances or capacities. Further preferred, the control functions comprise the active or passive balancing of cell voltages or cell currents of a plurality of battery cells.
  • the control functions further relate to data communication with the CSCs of battery cells or battery submodules of the battery system and/or with electrical consumers.
  • the first MCU is further configured for controlling the power switch via a first control signal in a normal operation mode of the first MCU.
  • the first control signal is suitable for controlling the power switch, e.g. a relay, of the control system or the battery system in which the control system is utilized.
  • the first control signal is suitable for setting the power switch either conductive or non-conductive, e.g. by taking one of two values.
  • the first microcontroller is thus configured to control the protection system of the battery system, which may be an overcurrent protection system of the battery system.
  • the control system of the present invention further comprises a battery disconnect unit or battery disconnect unit electronics, BDUe, which comprises a second microcontroller, MCU.
  • the BDUe may further comprise other components, e.g. other microcontrollers, input nodes, output nodes, memory, etc.
  • the BDUe is further configured for detecting an output current of the battery system. Therefore, the BDUe may comprise a current sensor or may be connected to a current sensor via a suitable input node.
  • the BDUe is preferably further configured for processing measured values, e.g. by calculating an output current based on a voltage drop that was measured over a shunt resistance, and for transmitting a current signal that is indicative of the detected or calculated output current to the BSM.
  • the BDUe may further be configured for detecting an output voltage of the battery system.
  • the second MCU is further configured to detect a fault mode of the first MCU.
  • the BDUe is configured for controlling the power switch via a second control signal.
  • the second control signal is also suitable for controlling the power switch, e.g. a relay, of the control system or a battery system in which the control system is utilized.
  • the second control signal is also suitable for setting the power switch either conductive or non-conductive, e.g. by taking one of two values.
  • the second microcontroller is thus configured to control the protection system of the battery system, in the fault mode of the first MCU, which may be the overcurrent protection system of the battery system.
  • the control system of the present invention further comprises a multiplexer that is configured for receiving the first control signal from the first MCU, e.g. via a suitable first input node, and, for receiving the second control signal from the second MCU, e.g. via a suitable second input node.
  • the multiplexer is further configured for outputting the first control signal to the power switch in the normal operation mode of the first MCU and for outputting the second control signal to the power switch in the fault mode of the first MCU.
  • the control system of the present invention provides a redundant control for a power switch for disconnecting a battery system from an external load.
  • the control system of the present invention advantageously provides an alternative MCU for controlling a power switch for emergency shut-down of a battery system.
  • the availability of the battery system is improved by decreasing the FIT rate of the battery system, particularly of the protection system of the battery system, by providing an alternative signal path between the second MCU and the power switch.
  • the control unit of the invention thus allows ASIL B classification of a battery system.
  • the control system of the present invention utilizes components that are already present and thus provides a cost-effective realization for a redundant control of the protection system as a limp home function.
  • the second MCU is further configured for outputting the second control signal in response to detecting a fault state of the first MCU.
  • the second MCU is configured to output the second control signal, if a fault state of the first MCU is detected, and to not output the second control signal, if a fault state of the first MCU is not detected.
  • the second MCU does not have to provide the second control signal at all time and hence this solution provides reduced energy consumption.
  • the second MCU is further configured for performing bidirectional communication with the first MCU, e.g. by receiving a reception confirmation regarding the current signal. Further preferred, the second MCU is configured for detecting a fault state of the first MCU in response to a failed communication. Therein, a failed communication may be detected, if in a bidirectional communication no messages are received by the first MCU. However, alternative approaches for detecting a failed communication, e.g. by measuring voltage levels on a CAN bus or receiving an error message of the first MCU, may be used.
  • the second MCU is connected to the first MCU via a CAN bus and to the multiplexer via a separate data line, particularly preferred via a wire connection, e.g. a one wire connection.
  • a separate data line between the second MCU and the multiplexer allows for increasing the FIT rate of the control system.
  • a failure in the first MCU or the communication path between the first and second MCU does not affect the control of the power switch by the second MCU.
  • the control system realizes fast reaction and switching times with high reliability.
  • the control system as a whole has an FIT rate of 100 or less.
  • the multiplexer is configured for receiving a fault signal indicative of an operation state of the first MCU and for transmitting one of the first control signal and the second control signal to the power switch based on the received fault signal.
  • the multiplexer cannot solely be an AND gate but requires a further input node (selector pin) for the fault signal as a selector signal, i.e. the multiplexer has at least three input nodes.
  • the fault signal is preferably generated by and received from the first MCU.
  • the fault signal is generated and received by an additional circuit or component that is configured for monitoring the microcontroller, such as e.g. a system basis chip as it is commonly known to the person skilled in the art.
  • the additional circuit or component may be part of the BSM.
  • the fault signal may be further transmitted to the second MCU for allowing the second MCU to detect a fault state of the first MCU and to start controlling the power switch via the second control signal.
  • the fault signal may be utilized for two purposes simultaneously.
  • control system of the invention further comprises a system basis chip, SBC, which is configured for detecting a fault state of the first MCU and for outputting the fault signal to the multiplexer.
  • SBC system basis chip
  • the SBC may output the fault signal only in response to detecting the fault state of the first MCU and output not fault signal otherwise.
  • the multiplexer is configured for transmitting the first control signal to the power switch if the received fault signal is indicative of an operative state of the first MCU.
  • the first MCU controls the power switch of the battery system.
  • the multiplexer is configured for transmitting the second control signal to the power switch if the fault signal is indicative of a malfunction of the first MCU.
  • the control of the power switch via the first MCU is stopped and the power switch becomes controlled by the second MCU.
  • the control of the emergency shut down via the second MCU may be based on less sensor signals, e.g. only on the output current of the battery system.
  • the second MCU may be also configured to consider further input signals, that are e.g. indicative of an operation state of the vehicle or the battery system, indicative of environmental conditions, or indicative of an operation state of the second MCU. Further, the second MCU may apply time constants before setting the conductivity of the power switch.
  • the second MCU is configured for setting the power switch non-conductive after a first time period after receiving a fault signal indicating a malfunction of the first MCU.
  • the second MCU shuts off the battery system from any external load after a fixed first time period lapsed since an error of the first MCU has been detected.
  • the shut off via the power switch preferably occurs irrespective of any other signal inputs to the second MCU.
  • This functionality advantageously provides a reliable shut down in case of a first MCU failure and hence allows for a low FIT rate and a high ASIL rating of a control system according to the present invention. Additionally or alternatively, the first time period allows for a limp home functionality of the battery system used in an electric vehicle.
  • the first MCU is configured for generating the first control signal that causes the power switch to be set non-conductive if the output current of the battery system exceeds a first threshold
  • the second MCU is configured for generating the second control signal that causes the power switch to be set non-conductive if the output current of the battery system exceeds a second threshold lower than the first threshold
  • the second MCU preferably comprises at least one comparator circuit or operational amplifier that receives the output current as a first input and outputs the second control signal.
  • the predetermined threshold may be supplied to such comparator or operational amplifier as second input by an external signal or from an internal memory.
  • the second MCU advantageously also realizes a sensor-based emergency shutdown of the power switch, i.e. the battery system.
  • Such emergency shutdown is preferably realized additionally to the timer-based shutdown, i.e. preferably only during the first predetermined time period.
  • the second MCU is configured for setting the power switch conductive for a second time period after receiving a fault signal indicating a malfunction of the first MCU.
  • the second MCU generates and transmits a second control signal for setting the power switch conductive to the power switch for a fixed second time period starting with the detection of an error of the first MCU.
  • the power switch is set conductive irrespective of any other signal inputs to the second BDU during the second time period.
  • the second time period is less than the FTTI of the plurality of battery cells and also preferred less than the first time period. This allows that the battery system reaches a safe state by applying the sensor-based emergency shutdown by the second MCU within the fault tolerant time interval.
  • Another aspect of the present invention relates to a battery system that comprises a plurality of battery cells, which are electrically connected in series between a first node and a second node, a power switch that is interconnected between the first node or the second node and at least one external load, and a control system according to the invention as described above.
  • a control system according to the invention as described above.
  • an output node of the multiplexer of the control system is connected to the power switch for controlling the conductivity of the power switch.
  • the battery system of the invention advantageously utilizes the positive effects provided by the control system of the invention.
  • the battery system of the invention further comprises at least one cell supervision circuit, CSC, that is configured for detecting the voltage and/or the temperature of at least one of the plurality of battery cells.
  • the battery system comprises a plurality of modules or submodules, each comprising a plurality of battery cells connected in series and/or in parallel, and a CSC for each of the modules or submodules.
  • the CSC is configured for detecting at least one cell voltage and/or cell temperature of the respective battery module or battery submodule.
  • the BSM is configured for communicating with the at least one CSC for receiving signals representative of the detected cell voltages and/or cell temperatures measured by the at least one CSC.
  • the BSM communicates with a plurality of CSC, e.g. via a daisy chain.
  • Another aspect of the present invention relates to a vehicle, particularly an electric vehicle or hybrid vehicle, which comprises at least one first electrical consumer electrically connected as an external load to a battery system according to the present invention as described above.
  • a vehicle particularly an electric vehicle or hybrid vehicle
  • at least one first electrical consumer electrically connected as an external load to a battery system according to the present invention as described above.
  • the vehicle further comprises at least one second electrical consumer that is electrically connected to the battery system and that is not security relevant for the vehicle.
  • the vehicle of this embodiment further comprises a control unit that is configured for shutting off the at least one second electrical consumer in response to receiving a fault signal indicative of a malfunction of the first MCU.
  • the control unit may receive the fault signal from a system basis chip of the battery system's control system as described above.
  • This embodiment advantageously allows for shutting down the second electrical consumers of the vehicle immediately with the recognition of a fault of the battery system's first MCU.
  • high load consumers such as e.g. the electric motor of the vehicle, are shut down as the second electrical consumer.
  • a current drawn from the battery system is quickly reduced for safety reasons.
  • controlling them by the second MCU as described above guarantees prolonged availability of the security relevant functions of these first consumers.
  • the first time period, the second time period, and the sensor-based emergency shutdown as described above are applied in controlling the first electrical consumers after the first MCU fault recognition.
  • the security relevant functions of the first electrical consumers are guaranteed for the predetermined first time period, whereas a sensor based emergency shut-down is also provided during the first time period, except for the second time period in order to allow for a transition into the safe state.
  • Another aspect of the present invention relates to a method for operating a battery system, wherein the battery system comprises at least a plurality of battery cells that are electrically connected in series between a first node and a second node, a power switch that is interconnected between the first node or the second node and at least one external load, and a control system according to the invention that is configured for controlling the power switch.
  • the power switch In a normal operation mode of a first MCU of the control system, the power switch is controlled by the first MCU via a first control signal transmitted via the multiplexer. If a fault mode of the first MCU is detected by a second MCU of the control system, e.g. by detecting a failed communication between the first and second MCU or by receiving a signal indicative of a fault of the first MCU, the power switch is controlled by the second MCU via a second control signal transmitted via the multiplexer.
  • the multiplexer receives the first control signal, the second control signal and a signal indicative of a fault of the first MCU and transmits one of the first and second control signal to the power switch based on the received fault signal.
  • the signal indicative of a fault of the first MCU might be generated by a system basis chip supervising the first MCU and may be also transmitted to the second MCU.
  • the multiplexer transmits the first control signal to the power switch if the received fault signal is indicative of an operative mode of the first MCU. Further preferred, the multiplexer transmits the second control signal to the power switch if the fault signal is indicative of a malfunction of the first MCU.
  • the first MCU controls the power switch of the battery system, while, if a failure occurs in the first MCU, the control of the power switch via the first MCU is stopped and the power switch becomes controlled solely by the second MCU.
  • all functionalities and safety mechanisms e.g. with respect to a plurality of different sensor values (temperature, current, voltage, gas composition), may be utilized for controlling the emergency shut down of the battery system.
  • a reliable emergency shut down of the battery system is guaranteed, even if it might be based on less sensor signals, e.g. only a current sensor value.
  • the method of the present invention further comprises at least one of the following steps performed by the second MCU control system.
  • the second MCU preferably sets the power switch to be non-conductive after a first time period after detecting a fault state of the first MCU. Hence, a reliable emergency shut-down is provided if a fault occurs in the first MCU.
  • the second MCU preferably sets the power switch conductive for a predetermined second time period after detecting a fault state of the first MCU. Hence, a transition period can be provided for transferring a shut-down control form the first MCU to the second MCU.
  • the second MCU preferably generates, during the first time period, a second control signal causing the power switch to be set non-conductive if an output current of the battery system exceeds a predetermined threshold.
  • a sensor-based emergency shut-down is advantageously provided even after a fault of the first MCU occurred and while the control of the power switch is performed solely by the second MCU.
  • first and second are used to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another element. For example, a first element may be named a second element and, similarly, a second element may be named a first element, without departing from the scope of the present invention.
  • the term “substantially,” “about,” and similar terms are used as terms of approximation and not as terms of degree, and are intended to account for the inherent deviations in measured or calculated values that would be recognized by those of ordinary skill in the art. Further, if the term “substantially” is used in combination with a feature that could be expressed using a numeric value, the term “substantially” denotes a range of +/- 5%.
  • FIG. 1 illustrates an electronic schematic view of a battery system according to an example.
  • the battery system may part of an electric vehicle (not shown) and configured for supplying a motor of the electric vehicle.
  • the battery system comprises a plurality of battery modules (not shown), each comprising a plurality of battery cells connected in series.
  • One of a plurality of cell supervision circuits, CSCs, 60 is assigned to each of the battery modules and configured for detecting the voltages and temperatures of each battery cell of the respective battery module.
  • the CSCs 60 are connected to each other and to a battery system manager, BSM, 20 via a daisy chain configuration, i.e. they are serially connected via a single data line.
  • the BSM 20 is configured for receiving the voltage and temperature readings of the CSCs 60, for analyzing these readings and for controlling the battery modules based on these readings.
  • the BSM 20 is configured to communicate with the vehicle via a CAN bus that extends to the right of the BSM 20 in Figure 1 , to receive commands from the vehicle via the CAN bus and for controlling the battery modules based on these load requests.
  • the BSM 20 is further configured to communicate with a battery disconnect unit electronics, BDUe, 30 that is configured for detecting an output voltage of the battery system and for transmitting the system current reading to the BSM 20. Based on this system current reading the BSM 20 sets the conductivity of a power switch 13 that is connected between the battery system and the loads of the electric vehicle that are supplied from the battery system. Therein, the relay 13 may be internal or external to the battery system. In the battery system of Figure 1 , if the BSM 20 is in a fault state the control of the power switch 13 is likely to fail.
  • FIG. 2 illustrates a schematic view of a control system 90 according to an embodiment of the present invention.
  • the control system 90 comprises a power switch 13 that corresponds to the power switch 13 of Figure 1 and is interconnected between a battery system and at least one external load supplied by the battery system.
  • the power switch 13 receives a control signal from a multiplexer 35, wherein the conductivity of the power switch 13 is set based on the control signal.
  • the multiplexer 35 is part of a BSM 20 that further comprises a first microcontroller, MCU, 21.
  • the first MCU 21 outputs a first control signal 41 to the multiplexer 35, wherein the first control signal 41 is configured to set the conductivity of the power switch 13.
  • the BSM 20 is further configured to perform at least one control function with respect to a battery system and to communicate with a vehicle as described with respect to Figure 1 .
  • the control system 90 further comprises a BDUe 30 that comprises a second MCU 31 and that is configured for detecting an output current of a battery system.
  • the BDUe 30 is further configured for transmitting a current signal 44 indicative of the detected output current to the BSM 20 via a CAN bus 51.
  • the BDUe 30 is further configured for transmitting a second control signal 42 to the multiplexer 35 via a data line 52, wherein the second control signal 42 is also configured to set the conductivity of the power switch 13 and wherein the data line 52 is physically separate from the CAN bus 51.
  • the multiplexer 35 further receives a fault signal 43 of a system basis chip 22 that is supervising the first MCU 21.
  • the fault signal 43 is indicative of an operation state of the first MCU 21.
  • the fault signal 43 is based on self-testing of the first MCU 21 and/or is output if internal error codes of the first MCU 21 occur more frequently than sporadic.
  • the fault signal 43 is either indicative of an operability of the first MCU 21 or of a malfunction of the first MCU 21, and thus may take one of two possible values, e.g. "0" or "1".
  • the multiplexer 35 outputs either the first control signal 41 or the second control signal 42 to the relay 13 based on the received fault signal 43.
  • control system 90 allows for continued control of relay 13, even if first MCU 21 has a malfunction and cannot control the relay 13.
  • the control system 90 of Figure 2 has two operation modes. Therein, in a first operation mode, i.e. normal mode, as shown in Figure 3a , the fault signal 43 received by the multiplexer 35 is indicative of an operative state of the first MCU 21, e.g. by value "1". In response thereto, the multiplexer 35 transmits the first control signal 41 to the power switch 13 for controlling the conductivity thereof. In a second operation mode, i.e. fault mode, as shown in Figure 3b , the fault signal 43 received by the multiplexer 35 is indicative of a fault state of the first MCU 21, e.g. by value "0".
  • a second operation mode i.e. fault mode
  • FIG. 4 illustrates a battery system 100 according to an embodiment of the invention.
  • a plurality of battery cells 10 is connected in series between a first node 11 and a second node 12. Additionally, battery cells 10 may be connected in parallel between the first node 11 and the second node 12, forming an XsYp configuration between these nodes 11, 12. Further, battery submodules (not shown) may be connected between these nodes 11, 12.
  • Each of the twelve battery cells 10 provides a voltage of approximately 4 V such that a voltage VDD of approximately 48 V applies between the first node 11 and the second node 12.
  • An external load 14 is supplied with this voltage of the battery cells 10.
  • a relay 13 is interconnected as power switch between the first node 11 and the external load 14 for controlling the power supply to the external load 14. Therein, the conductivity state of the relay 13 is controlled by a control system 90 via an output node (not shown) thereof.
  • the control system 90 corresponds to that described with respect to Figure 2 and is in the fault state as described with respect to Figure 3b .
  • the second MCU 31 of the BDUe 30 sets the relay 13 conductive via the second control signal 42 if an output current of the battery system 100 is below a predetermined threshold and sets relay 13 non-conductive if the BDUe 30 detects an overcurrent outputted by the battery system 100. Further, the BDUe 30 applies time constants in controlling the relay 13 as described below.
  • Figure 5 schematically illustrates a timeline of a current of a battery system 100 according to an embodiment of the invention.
  • the first MCU 21 operates without fault and a maximum current I l max is allowed to be provided by the battery system 100.
  • the fault signal 43 is indicative of the operability of the first MCU 21 and takes the binary value "1".
  • the fault signal 43 is supplied to the multiplexer 35 as control signal input and sets the data signal input of the multiplexer 35 to a first data signal input to which the first control signal 41 is supplied from the first MCU 21.
  • the first control signal 41 is output to the relay 13 via multiplexer 35 and thus the relay 13 is controlled by first MCU 21.
  • the first MCU 21 sets the relay 13 non-conductive via the first control signal 41 if the current signal 44 received from the BDUe indicates a current that exceeds I l max .
  • a failure occurs in the first MCU 21 or in another part of the electronics and is immediately realized by the first MCU 21 itself or by a system basis chip 22 connected to the first MCU 21.
  • the fault signal 43 is indicative of a malfunction of the first MCU 21 by taking the value "0".
  • the control signal input of the multiplexer 35 is set to a second data signal input to which second control signal 42 is supplied from the second MCU 31.
  • the current drops below a second current threshold I ll max due to cutting not security relevant second electrical consumers from the battery system 100.
  • I ll max a second current threshold
  • the BDUe 30 is configured to output a second control signal 42 that sets the relay 13 conductive until the second time period T 2 , which started at time point B, lapses.
  • the BDUe 30 shuts down the battery system 100 via relay 13 if the output current of the battery system 100 is above the threshold current I ll max .
  • the relay 13 is finally set non-conductive by the second MCU 31 via the second control signal 42.
  • the first time period T1 may be set to allow for a limp home function of the electric vehicle.
  • the electronic or electric devices and/or any other relevant devices or components according to embodiments of the present invention described herein may be implemented utilizing any suitable hardware, firmware (e.g. an application-specific integrated circuit), software, or a combination of software, firmware, and hardware.
  • the various components of these devices may be formed on one integrated circuit (IC) chip or on separate IC chips.
  • the various components of these devices may be implemented on a flexible printed circuit film, a tape carrier package (TCP), a printed circuit board (PCB), or formed on one substrate.
  • the electrical connections or interconnections described herein may be realized by wires or conducting elements, e.g. on a PCB or another kind of circuit carrier.
  • the conducting elements may comprise metallization, e.g. surface metallizations and/or pins, and/or may comprise conductive polymers or ceramics. Further electrical energy might be transmitted via wireless connections, e.g. using electromagnetic radiation and/or light.
  • the various components of these devices may be a process or thread, running on one or more processors, in one or more computing devices, executing computer program instructions and interacting with other system components for performing the various functionalities described herein.
  • the computer program instructions are stored in a memory which may be implemented in a computing device using a standard memory device, such as, for example, a random access memory (RAM).
  • the computer program instructions may also be stored in other non-transitory computer readable media such as, for example, a CD-ROM, flash drive, or the like.

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  • Life Sciences & Earth Sciences (AREA)
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Claims (15)

  1. Steuerungssystem (90) für ein Batteriesystem (100), wobei das Steuerungssystem (90) umfasst:
    einen Leistungsschalter (13), der so konfiguriert ist, dass er das Batteriesystem (100) in Reaktion auf ein Steuersignal (41, 42) von einer externen Last (14) trennt;
    einen Batteriesystemmanager, BSM, (20), der einen ersten Mikrocontroller, MCU, (21) umfasst, der konfiguriert ist, um mindestens eine Steuerfunktion in Bezug auf das Batteriesystem (100) auszuführen und um den Leistungsschalter (13) über ein erstes Steuersignal (41) zu steuern, das geeignet ist, den Leistungsschalter (13) in einem normalen Betriebsmodus des ersten MCU (21) zu steuern;
    eine Batterietrenneinheit, BDUe, (30), die einen zweiten Mikrocontroller, MCU, (31) umfasst und konfiguriert ist, um einen Ausgangsstrom des Batteriesystems (100) zu erfassen, um ein Stromsignal (44), das den erfassten Ausgangsstrom anzeigt, an das BSM (20) zu übertragen, wobei der zweite MCU (31) ferner konfiguriert ist, um einen Fehlerzustand der ersten MCU (21) zu erfassen und im Fehlermodus des ersten MCU (21) den Leistungsschalter (13) über ein zweites Steuersignal (42) zu steuern, das zur Steuerung des Leistungsschalters (13) geeignet ist; und
    einen Multiplexer (35), der konfiguriert ist, um das erste Steuersignal (41) vom ersten MCU (21) zu empfangen, um das zweite Steuersignal (42) vom zweiten MCU (31) zu empfangen und um in der normalen Betriebsart des ersten MCU (21) das erste Steuersignal (41) an den Leistungsschalter (13) und in der Fehlerart des ersten MCU (21) das zweite Steuersignal (42) an den Leistungsschalter (13) auszugeben,
    wobei der zweite MCU (31) alternativ zum ersten MCU (21) zur Steuerung des Leistungsschalters (13) dient.
  2. Steuerungssystem (90) nach Anspruch 1, wobei der zweite MCU (31) ferner konfiguriert ist, um das zweite Steuersignal (42) als Reaktion auf die Erfassung eines Fehlerzustands des ersten MCU (21) auszugeben.
  3. Steuerungssystem (90) nach Anspruch 1 oder 2, wobei der zweite MCU (31) ferner konfiguriert ist, um eine bidirektionale Kommunikation mit dem ersten MCU (21) durchzuführen und um einen Fehlerzustand des ersten MCU (21) als Reaktion auf eine fehlgeschlagene Kommunikation zu erkennen.
  4. Steuersignal (90) nach einem der vorhergehenden Ansprüche, wobei der zweite MCU (31) mit dem ersten MCU (21) über einen CAN-Bus (51) und mit dem Multiplexer (35) über eine separate Datenleitung (52) verbunden ist.
  5. Steuerungssystem (90) nach einem der vorhergehenden Ansprüche, wobei der Multiplexer (35) ferner konfiguriert ist, um ein Fehlersignal (43) zu empfangen, das einen Betriebszustand des ersten MCU (21) anzeigt, und um eines von dem ersten Steuersignal (41) und dem zweiten Steuersignal (42) auf der Grundlage des empfangenen Fehlersignals (43) an den Leistungsschalter (13) zu übertragen.
  6. Steuerungssystem (90) nach Anspruch 5, wobei der Multiplexer (35) ferner konfiguriert ist zum:
    Übertragen des ersten Steuersignals (41) an den Leistungsschalter (13), wenn das Fehlersignal (43) einen Betriebszustand des ersten MCU (21) anzeigt, und
    Übertragen des zweiten Steuersignals (42) an den Leistungsschalter (13), wenn das Fehlersignal (43) auf eine Fehlfunktion des ersten MCU (21) hinweist.
  7. Steuerungssystem (90) nach einem der vorhergehenden Ansprüche, wobei das BSM (20) ferner einen Systembasischip, SBC, (22) umfasst, der zum Erfassen eines Fehlerzustands des ersten MCU (21) und zum Ausgeben des Fehlersignals (43) an den Multiplexer (35) in Reaktion auf das Erfassen des Fehlerzustands des ersten MCU (21) konfiguriert ist .
  8. Steuerungssystem (90) nach Anspruch 2, wobei der zweite MCU (31) ferner konfiguriert ist, um den Leistungsschalter (13) nach einer ersten Zeitspanne (T1) nach dem Erkennen eines Fehlerzustands des ersten MCU (21) nicht leitend zu machen.
  9. Steuerungssystem (90) nach den Ansprüchen 2 oder 8, wobei:
    der erste MCU (21) ferner zum Erzeugen des ersten Steuersignals (41) konfiguriert ist, das den Leistungsschalter (13) nicht leitend macht, wenn der erfasste Ausgangsstrom einen ersten Schwellenwert überschreitet; und
    der zweite MCU (31) ferner zum Erzeugen des zweiten Steuersignals (42) konfiguriert ist, das den Leistungsschalter (13) nicht leitend macht, wenn der erfasste Ausgangsstrom einen zweiten Schwellenwert überschreitet, der niedriger als der erste Schwellenwert ist.
  10. Steuerungssystem (90) nach Anspruch 8 oder 9, wobei der zweite MCU (31) ferner konfiguriert ist, um den Leistungsschalter (13) nach dem Erfassen eines Fehlerzustands des ersten MCU (21) für eine zweite Zeitspanne (T2), die kleiner als die erste Zeitspanne (T1) ist, leitend zu machen.
  11. Batteriesystem (100), bestehend aus
    eine Vielzahl von Batteriezellen (10), die elektrisch in Reihe zwischen einem ersten Knoten (11) und einem zweiten Knoten (12) geschaltet sind; und
    ein Steuerungssystem (90) nach einem der Ansprüche 1 bis 10,
    wobei der Leistungsschalter (13) zwischen dem ersten Knoten (11) oder dem zweiten Knoten (12) und mindestens einer externen Last (14) geschaltet ist.
  12. Batteriesystem (100) nach Anspruch 11, das außerdem Folgendes umfasst:
    mindestens eine Zellenüberwachungsschaltung, CSC, (60), konfiguriert zum Erfassen der Spannung und/oder der Temperatur von mindestens einer der Vielzahl von Batteriezellen (10),
    wobei das BSM (20) ferner zum Kommunizieren mit dem mindestens einen CSC (60) konfiguriert ist, um die erfasste Zellspannung und/oder Zelltemperatur zu empfangen.
  13. Fahrzeug mit mindestens einem ersten elektrischen Verbraucher, der als externe Last (14) mit einem Batteriesystem (100) nach einem der Ansprüche 11 bis 12 elektrisch verbunden ist, wobei das BSM (20) ferner zum Kommunizieren mit dem Fahrzeug konfiguriert ist.
  14. Fahrzeug nach Anspruch 13, ferner umfassend mindestens einen zweiten elektrischen Verbraucher, der elektrisch mit dem Batteriesystem (100) verbunden ist, und eine Fahrzeugsteuereinheit, die konfiguriert ist, um den mindestens einen zweiten elektrischen Verbraucher in Reaktion auf den Empfang eines Fehlersignals, das eine Fehlfunktion des ersten MCU (21) anzeigt, abzuschalten, wobei der mindestens eine zweite elektrische Verbraucher nicht sicherheitsrelevant für das Fahrzeug ist.
  15. Verfahren zum Betreiben eines Batteriesystems (100) mit einer Vielzahl von Batteriezellen (10), die zwischen einem ersten Knoten (11) und einem zweiten Knoten (12) elektrisch in Reihe geschaltet sind, einem Leistungsschalter (13), der zwischen den ersten Knoten (11) oder den zweiten Knoten (12) und mindestens eine externe Last (14) geschaltet ist, und einem Steuersystem (90), das zum Steuern des Leistungsschalters (13) konfiguriert ist, wobei das Verfahren die Schritte umfasst:
    Steuern des Leistungsschalters (13) in einem normalen Betriebsmodus eines ersten MCU (21) des Steuersystems (90) durch der erste MCU (21) über ein erstes Steuersignal (41), das zum Steuern des Leistungsschalters (13) geeignet ist, wobei das erste Steuersignal (41) vom ersten MCU (21) an einen Multiplexer (35) übertragen und im normalen Betriebsmodus des ersten MCU (21) von dem Multiplexer (35) an den Leistungsschalter (13) ausgegeben wird;
    Erkennen eines Fehlermodus des ersten MCU (21) durch ein zweites MCU (31) des Steuerungssystems (90);
    Steuerung des Leistungsschalters (13) im Fehlermodus des ersten MCU (21) durch den zweite MCU (31) über ein zur Steuerung des Leistungsschalters (13) geeignetes zweites Steuersignal (42), wobei das zweite Steuersignal (42) vom zweiten MCU (31) an den Multiplexer (35) übertragen und im Fehlermodus des ersten MCU (21) vom Multiplexer (35) an den Leistungsschalter (13) ausgegeben wird,
    wobei der zweite MCU (31) alternativ zum ersten MCU (21) zur Steuerung des Leistungsschalters (13) dient.
EP19150774.8A 2019-01-08 2019-01-08 Batteriesystem Active EP3680955B1 (de)

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EP19150774.8A EP3680955B1 (de) 2019-01-08 2019-01-08 Batteriesystem
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JP6044502B2 (ja) * 2013-10-04 2016-12-14 株式会社デンソー 電池電圧検出装置、及びその異常検出方法
DE102014204128A1 (de) * 2014-03-06 2015-09-10 Robert Bosch Gmbh Elektronische Einheit für eine Fahrzeugkommunikationsschnittstelle
GB201523105D0 (en) * 2015-12-30 2016-02-10 Hyperdrive Innovation Ltd Battery management system
TWI627813B (zh) * 2016-12-20 2018-06-21 財團法人工業技術研究院 電池管理系統及其方法
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PL3680955T3 (pl) 2024-01-22

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